Carbureter.



H. H. FREY. GARBURBTER.

APPLICATION FILED 11017.11, 1911.

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H. H. FRBY.

GARBURBTBR.

APPLICATION FILED NOV. 11, 1911.

Patented Deo. 1, 1914.

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H. H. FREY.

GARBURETER.

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' UNITED sTATEs PATENT oEEicE.

HERBERT H. FREY, OF CHICAGO, ILLINOIS, ASSIGNOR TO STROMBERG MOTOR DEVICES COMPANY, 0F CHICAGO, ILLINOIS, A CORPORATION ILLINOIS.

CARBURETER.

Application led November 11, 1911.

reter which adjusts itself automatically in accordance with the demand which the engine, with which it is associated, makes upon it.

The device of my invention is particularly useful as part of the power plant of an au tomobile, not only since it is readily responsive to the frequent variations which necessarily occur in the operation of a car .motor, but because it relieves the driver of the necessity of manually making many of the adjustments required in the most eilicient mixers on the market today.

My invention may be considered as an improvement over the devices illustrated,

described and claimed in my copending application, Serial No. 633,492, filed June 16, 1911. As in that case, I refer to my device as being seini-automatic in operation. It is to be pointed out that the manual control is for the purpose of varying the amount of air which is to be mixed with a given Yamount of fuel, while the automatic control varies not only the amount of air,

` lbut also the amount of fuel which is drawn into the carbureting chamber;

Broadly, the carburetei' of my invention comprises a carbureting chamber with an air inlet and a plurality of fuel inlets associated with the air inlet. A valve determines the amount of air which may enter the carbureting chamber and at the same time ythe number of fuel inlets which are brought into action. This valve is connected with a sensitive part which responds to the suction of the engine, and in this wav the operation of the valve is automatic. A second valve controls the amount of air which enters the mixin chamber relative to a definite number of uel inlets. This is the valve which is operated manually and which controls the richness of the mixture Specification of Letters Patent.

Patented Dec. 1, 1914.

Serial No. 659,785;

according to the judgment of the operator. Means is provided for determining the normal or initial position of the valve and under these circumstances but one or two of the fuel nozzles are effectively associated with the mixing chamber. At the same time, the driver, in starting the engine, will close down the air inlet by means of the manual mechanism to a very considerable extent so that the air will be drawn by the eifective fuel inlet or inlets at a very high and eilective rate of speed, and in this way, a fertile starting mixture is obtained. As Athe speed of the engine is increased, the automatic valve operates to bring a greater number of fuel inlets into play, and at the same time, to admit a larger amount of air, and the manual valve is usually opened then to increase the amount of air relative to the amount of fuel. The valve which controls the number of effective fuel inlets is in the form of a piston, and the sensitive part which responds to the suction of the engine, is also in the form of a iston. It is with these parts that the main feature of my present invention is particularly concerned and my idea in this connection resides in mounting these pistons loosely upon the relciprocating4 rod with which they are associated and in making them-of such diameters that there will be a slight space between their peripheries and the walls of the cylinder in which they are disposed.

Another feature offmy invention resides in the particular arrangement of the air in let and the fuel inlet, and a further feature has to do with preventing Whistling by means of a specially designed part.

The various features of my invention are illustrated in the laccompanying drawings, in which- Figure 1 is a side elevational view of the carbureter, parts being removed and broken away so as to clearly reveal the structure; Fig. 2l is a plan view thereof; Fig. 3 is a longitudinal sectional view taken on the plane of the line 3 3 of Fig. 2 and looking in the direction indicated by the arrows; and Fig. 4 is a cross-sectional viewV taken on the plane of the line 4-4 of'Fig. 3 and looking in the direction indicated by the arrows.

Like reference numerals are applied to like parts throughout the several figures. V

The main framework 'of the carbureter itselfl is in the form of a cylindricalbody which provides a carbureting chamber 11, a sensitive piston cylinder 12, and a valve piston cylinder 13. The parts which are to be occupied by the gases are effectively surrounded by means of a water jacket 14. The carbureting chamber 1l has the upwardly extending outlet pipe 15 which is provided with a flange 1G to facilitate its attachment to the pipe which leads to the engine. A rock shaft 17 extends diametrically across the outlet pipe 15 and carries the throttle valve 18 which is secured thereon in any desired position by means of a set screw 19. This rock shaft extends beyond the bearings on the pipe and is provided with an operating lever 2O rigidly mounted thereon. This operating lever is connected by means of suitable linkages with actuating mechanism located in a position convenient to the driver of the automobile.

The sensitive piston cylinder 12 is separated from the ca-rbureting chamber 11 by means of the wall 25 which has a lby-pass 26 providing for pneumatic connections between the mixing chamber and this cylinder. This by-pass is in the form of a small tube, longer than the thickness of the wall 25 and disposed in the wall so as to protect all the face thereof. Such an arrangement effectively prevents condensed oils from dripping down into the chamber 12. The wall 25 carries an elongated boss 27 which extends into the carbureting chamber 11 and which has a. longitudinal bore in axial alinement with the cylinders 12 and 13. A rod 28 is mounted to slide with a bearing fit in this boss as best illustrated in Fig. 3, this rodv being of such length that it extends into both the cylinders 12 and 13. Within the cylinder 12, the rod 28 is provided with a piston disk 29, and, as shown, this piston disk is mounted upon a reduced end portion of the rod. The bore of the piston disk is larger than the diameter of the reduced end so that the disk tits loosely upon the reduced end, that is, there is a space as indicated at X, and the reduced end is longer than the thickness of the hub, so that when the nut 31 is applied, the disk is conlined vbetween the shoulder 30 on the rod 28 and the nut is not clamped in such a position. Thus, it is free to fluctuate to a limited extent and this is possible because the diameter of the disk is made of less diameter than the inside diameter of the cylinder. A light coiled spring 21 is disposed in the cylinder 12 between the piston 29 and the wall 25 and tends to keep the piston at the left hand extreme (Fig. 3) of its movement. It will be seen that if the suction of the piston is l effective in the carbureting chamber 11, it

is also effective on the right hand side of the piston 29, by reason of the by-pass 26, and in order that the piston may have the pressure of the atmosphere on the other side, I

provide the aperture 22 in the cover piece 23, which is screwed on the end of the piston chamber 12. A t the other end'of the rod 28, in the cylinder 13, I provide a second piston disk 33, similar in form to the piston disk 29, but correspondingly smaller. This piston disk is ymounted upon a reduced end of the rod 28, as described relative to the piston disk 29, and the bore of this piston disk 33 is larger than the diameter of the reduced end,t so that there will be a space at Y, and this reduced end is longer than the thickness of the hub so that the nut 35 when applied will merely confine the piston disk through certain limits but will not clamp it. In order to distinguish conveniently between the two piston disks, I refer to the disk 29 as the sensitive piston,7 since it responds to the suction in the associated carbureting chamber, and to the disk 33 as the valve piston because it controls the air and fuel inlets.

It will be seen from the drawings that the cylinder 13 is supplementedby a` downwardly extending box or passage 36 which is substituted for substantially one-fourthpof the peripheral area of the cylinder. The interior of this box connects directly with the interior of the cylinder in this way and is also exposed at the bottom directly to the.

atmosphere indicated at 37. This is the air inlet for the carbureter. It will be seen, for the greater part of the periphery of the valve piston 33, that there is a suitable space between it and the inside surface of the cylinder. A shell or sleeve 38 voccupies this space, fitting snugly within the cylinder and extending the entire length .thereof, as clearly shown in Fig. 3. It will be noted that the sleeve 38 is not really a complete cylinder, but has what-may be termed an opening 40 which is approximately the: same size as the opening between the boX 36 and the cylinder 13. The valve piston 33 is therefore cut out to accommodate the sleeve 3'8 as far around its yperiphery as it need be, while the remaining part of the piston remains in substantial proximity to the inner surface of the cylinder. Itis importantl` as illustrated in Fig. 4, that I leave a slight space around the entire periphery of the piston, and it will be seen that this arrangement provides for a slight fluctuation of the valve, such motion being possible by reason of the loose mounting which has been described before.

The sleeve 38 carries thehead 39, which tits in a pocket at the end of the casing and which closes the end of the cylinderv 13. This head 39 has secured thereto an operating wire 39 which leads to a position convenient to the operator and which incidently acts by reason of this pass through the casing, to hold the sleeve against withe,A

This operating means forms no drawal.

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part of my present invention, but is described and claimed in detail in my pending application, Serial No. 659,784, led November 11, 1911.

Just below the cylinder 13 at the outside of the box 36, the casing is provided with a pocket 43 in which a fuely nozzle block 44 is held by means of a cover plate 45 secured over the pocket by means of screws 46, 46. The block does not fill the entire pocket but rests upon a pin 42, extending into the pocket, and the bottom of' the pocket therefore forms a well with which the fuel supply has communication as will be pointed out presently. The upper end of the pocket, and the fuel` block for that matter, is exposed to the air passage 36 through an opening 41 and in this way the fuel youtlets come under the influence of the air rushing by. 'lhe nozzle block is provided with a plurality of vertical passageways 47, 47 andthe tops of these passageways, which come close to the piston 33, are restricted by means of a plate 48 having alinin'g apertures 49, 49 therethrough. It will now be seen that the piston 33 may move parallel and closely along the line of the fuel nozzles and that such operation simultaneously controls the air inlet. The normal position of the sensitive pist-on is determined by an adjusting screw 50 carried in the cap 22- and located by means of a nut 51. This normal position for starting, is such, as pointed out before, that one or two of the fuel nozzles will be effectively connected with the carbureting chamber.

Extending downwardly from the casing 10 with its axis at right angles to the axis of the cylinders, is a cylindrical boss 52. which is closed at the bottom by means of a base piece 53 screwed in place. This base piece has a central opening 54 which is surrounded on the under side by a flange 55 to which a pipe 56, leading from the fuel supply, is secured by mean-s of the coupling 57. The central opening 54 inl the base piece is countersunk to form a beveled valve seat as illustrated and extending upwardly concentric with this passageway, is a sleeve 58 which has a valve stem 59 disposed therein. This stem is guided at the top in a bushing 60 and is provided at the bottom witha pocket in which a valve spindle 63 is hung upon the pin 64. The valve point 65 is adapted to engage the seat 66 around the central passageway 54 and in this way the passageway is controlled. The lower end of the sleeve 58 has therdiametrically opposite slots 67, 6T, across which the pins 68, 68 are disposed; and upon these pins the foot-shaped levers 69, 69 are mounted, the toes T0, 70 of these levers being arranged to engage the lower end of the 'stem 59, as clearly shown in Fig. 3. An annular float 71 encircles the sleeve 58 and is loosely disposed relatively thereto that it may raise a valve with the level of the oil in the chamber. The main portions of the levers 69 engage the underside of the float and it is clear that the weight ot' this float will cause the main portions of these levers to move downwardly while the toes thereof will move upward and raise the stem against the tension of the helical spring 72, which is disposed between a shoulder on the str-m and the underside of the bushing 60. It will be apparent that since the oil enters the passageway 54, the float 71 will be accordingly raised and because of such operation the spring 72 will force the valve head v65 down to close the passageway toa greater or less extent. The float chamber is connected with the well 43 by means of a passageway 75 clearly illustrated in Fig. 1. As the oil in the float chamber and the oil in the well becomes depleted, the lloat will gradually lower and allow more oil to enter the passageway 54 and thus a constant supply 1s maintained. It is apparent that the tension of the spring 72 may be adjusted by screwing the bushing 60 down in the tube 58to a greater or less extent.

It will be seen that the. arrangement which has just been described is a very simple one and that it is open to access for the purposes of inspection and repair by merely unscrewing the base plate 53, upon which all the various parts are carried."

It will now be understood that the space on the right side of the valve piston (Fig. 3) is dead space since it does not lead anywhere, while the space on the left side of this piston live since it leads to the carbureting chamber and thence to the engine. Therefore, the amount of air which is supplied to the carbureter is increased as the valve piston moves to the right. It is highly important that it is only those fuel nozzles which are exposed to the livespace that will respond by feeding fuel, this since the draft is only at the live space and since the required suction is created along by this draft. Thus, as the valve piston moves to the right, not only is thel air inlet increased, but the number of active fuel inlets is increased.y In other words, 'as the piston valve moves to the right., more fuel inlets are brought into playxand simultaneously the volume of air admitted is increased. It will be seen, from Fig. 4, that as the sleeve 38 is turned by means of the operatin wire, the size of the air inlet can be varie with any variation in the number of effective fuel jets and in this way the proportion between the fuel and air may be regulated.

I have found by experience that itis not necessary that there should be tight` piston fits between the piston members which have been described and the walls of the cylinders in Which they operate. A slight leak is negligible and the pistons need be made only with substantial accuracy. The sliding piston arrangement, of course, is very sensitive, but in accordance with my invention I arrange it so that the only bearing fit is that between the rod 28' and the boss 27. Since a tight piston lit between the pistons andthe cylinders is not necessary, I am enabled to mount these pistons loosely upon the rod so that they may fluctuate if necessary as has been pointed out heretofore. This eliminates any possibility of sticking and of any change in the resistance, against which the engine suction acts, by reason of undue friction at one `'point or another. The sliding arrangement responds easily and the parts are such that they are not likely to become disarranged or disordered.

It will be seen that, sincethe atmospheric air enters from the bottom, the carbureter is protected to a considerably degree from flying dirt and dust and certainly the fuel nozzles, by reason of their disposition, are effectuall so protected. The nozzle block, although easily removed, as desirable, is effectively exposed at a well protected point in the air passageway, as best illustrated in Fig. 4. It is well known that if the incoming air travels at a high rate of speed and has to pass sharp edges or corners, there will be a tendency to whistle and in order to prevent this I provide upon the face of the piston 33 a cylindrical stud 76 which is disposed near one edge of the sleeve 38, this edge being the edge which is moved toward and away from the row of nozzles to control the amount of air admitted in proportion thereto. This stud is of such length that it extends the entire length of the air passage at starting, when such fwhistling is likely to occur, and in this Way protection is made so that the incoming draft may be glided over a rounded surface, and this particularly when the air is shut down so that it would travel at a high rate of speed.

AI claimas new and desire to secure by Letters Patent:

1. In a carbureter, a casing, an outlet therefrom, a plurality of fuel inlets communicating with said casing, air inlet means, a slidable rod, a suction piston loosely mounted on said rod in said casing, and. a valve mounted on said rod and adapted to progressively uncover said fuel inlets.

2. In a carbureter, in combination, a casing having an inlet opening, a series of fuel. jets adjacent to and connected With said inlet opening, an auxiliary casing, a sliding rod extending into both of said casings, a piston loosely mounted upon said sliding rod lin said auxiliary casing, and a piston valve loosely mounted on said`sliding rod in said first named casing and being adapted to -progressively uncover said fuel inlets.

3. In a carbureter, in combination, a carbureting chamber, a fuel inlet leading thereto, an air inlet leading thereto, a slidable rod, means loosely mounted on said rod responsive-to the pressure in said carbureting chamber for varying one dimension of said air inlet, and manually operated means for varying the other dimension of said air inlet.

4. In a carbureter, in combination, a carbureting chamber, a plurality of fuel inlets leading thereto, an air inlet thereto, a slidable rod, means loosely mounted on said rod and responsive to the pressure in said carbureting chamber for controlling the number of effective fuel inlets and simultaneously varying one dimension of said air inlet, and manually operated means for varying the other dimension of said air inlet.

In a carbureter, in combination, a carbureting chamber, a passageway leading thereto, a series of fuel jets connected with this passageway, .a slidable rod, and means loosely mounted on said rod for varying the dimensions of vsaid passageway and simultaneously exposing a larger or smaller carbureting chamber.

6. In a carbureter, in combination, a pas'- sageway, a series of fuel jets adjacent to said passageway, and a slidable rod, and means -loosely mounted on said rod for controlling the dimensions of said passageway and simultaneously varying the number of jets which come under the influence of the engine suction.

7. In a carbureter, in combination, a cylinder having an inlet opening, fuel jets adjacent to said inlet opening, a slidable rod, a yielding member loosely mounted on said rod in said cylinder' subject to the engine suction for exposing a larger or smaller number of said fuel jets to said suction and simultaneously varying the size of the inlet openings.

8. In a carbureter, a cylinder having an inlet opening, a series of fuel jets adjacent thereto, and a slidable rod, and means loosely mounted on said rod and responsive to the engine suction for varying the dimensions of the effective portion `of the inlet opening, said fuel jets being always open but controlled in their operation by said means exposing a larger or smaller number thereof to the draft of air passing through the inlet opening, whereby the flow of air and fuel is controlled and the proportion of air and fuel maintained substantially as predetermined.

9. In a carbureter, in combination, a cylinder having an inlet opening, a series of fuel jets adjacent to and connected with said inlet opening, a slidable rod, a yielding member loosely mounted on said rod in said surfaces oit' diierent areas to the engine suetion causing differential pressure which moves the yielding members.

10. In a carbureter, in combination, two cylindrical chambers in axial alinement, an

axial bearing', a rod slidably mounted inl said bearings, a piston loosely mounted on sald rod 1n one of said chambers, spring means tending to mamtain said piston at one extremity of its movement, an air inlet for the other chamber. a plurality of fuel jets opening into said inlet` and a valve piston loosely mounted on said rod in the lastnamed Cylinder for varyingF 'the size of the air inlet and siniultaneously varying the number of active fuel jets.

In witness whereof, l hereunto subscribe my name this 31stV day of October` A. D., 1911.

HERBERT H. FREY.

V'Vitnesses: Y

ARTHUR H. BonTTcHER, ALBERT G. MCCALEB.

Copie: of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

